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Full text of "Variable speed motor control"

Variable speed Motor Control 



August Fry 
Charles Bater 



19 6 



iHST.OFT£CH.LIB. 
CHICAGO. 



*;• 




liiinois institute 
of Techaoiogy 

UNF/ERSJTY UBRARBES 



^■; 



.AT 3 5 

Fry, August 
Variable Speed Motor Control 



-^^^i^' -^^m^'^^w- 



For Use Sn Llfjrary Only 






A COMPARATIXK STUDV i iF 

VARIABLE SPEED MOTOR COXTROL 

A THESIS 

PRESENTED BY 

AUGUST FRY 
CHARLES BAKER 

TO THE 

PRESIDENT AND FACULTY 

OF 

ARMOUR INSTITUTE OF TECHNOLOGY 

FOR THE DEGREE OF 
BACHELOR OF SCIENCE IN ELECTRICAL ENGINEERING 

HAVING COMPLETED THE PRESCRIBED COURSE OF STUDY IN 
ELECTRICAL ENGINEERING 

JUNE, 1906 

ILLINOIS INSTITUTE OF TECHNOLOGY T^^-^- S^--^^ 

PAUL V. GALVIN LIBRARY ST/ T/l ,Cf^^„..^ 

35 WEST 33RD STREET ^^' ''[' v£/^ ^^ 

CHICAGO. IL 60616 A^^-^^J^y 




A GoMPAR/iTlVE STUDY CF VkRIABLx^ GPl.ED GOI^TRCL. 

■T:her-o has TDeen for a number of years and imperative deriand for 
variable speed motors for the direct drivinf of r.iachinery. It is 
the general opinion th^it the great bulk of r-achinery in the future 
is to be driven by electric motors rather than belt drivers. Th.ere 
are a uiiraber of important conditions that are essential and which 
r;.ust be met in order that variable speed notora j--.hall cone into 
general use. Anong thesw nay be rr.er.tioned: nonspai-king -uTiCier 
excessive loads; large range of speeds: speed to be constant at 
all loads where adjusted to any desired speed: compactness: 
simple mechanical construction; reversibility: lightest possible 
'.weight; and hiigh efficiency under average loads. 

The different methods by wliich variable speed of motors is 
obtained arc as follows:- 

Rheostat in th.e annative ciicuit. 
Rlieostat in the field circiiit. 
Gom.bination of 1st, and '^nd. 
hul t i v o 1 1 a ge system. 
5th. Variations of air gap, or variation of magnetic re: 
luctance in tlxe field circuit, 
^th. inte-'-^r^olc i.iethod. 

by inti'Oducing a variable resistance in the armature cii-cuit, 
thus controlling the voltage impressed on the armature terminals, 
a variation in sneed from zero to a maximium may be obtained. 
J But this is a very v/asteful method, ar.d, furthermore, for a 



1st. 


' 2nd. 


, Srd. 


4 th. 



for a given position of the rheostat the sneed v.'il 1 vary ac- 
oorcling to the cui-i-ent consuraed. If the torque reruiroc. of the 
motor ia IncreaGed, the anperes v.'ill increase and. the sr^eed will 
diirdnish, although th.e rheostat position rerains unchanged. The 
large lost? of power .o - . the rheostat, the C R lo:;s, ir, r dead 
loss, and the rheoistat, which is usually of large proportions, 
make the nethod inefficient ynd undesirahlt;. 

The nethod of introducing refiit^tance in the field circuit is 
far more efficient, involving only the very t^light loss of the 
shunt adjusting rheostat. As the current is decreased the field is 
decreased, and the C. E. H. F. ir\ the ermature is decreased. As 
the G. E. M. F. uf the arr aturc decreases the current flowing 
through the armature v/ill increase, csusing an increase of speed. 
The objection to the i;'.ethod is that violent spar]'ing at the 
coranutator is uncountered Virith a variation of sneed of froti'i 30*^ 
to 40 f. above nornal. 

The ti.ulti voltage systeci. supplies the notor with a nunber of 
voltages necessary to obtain the range of speed. The range in 
voltage i-iay be obtained by rr.eans of a nunber of generators in 
seried: a large genei-^ator and a set of boosters: or a storage 
batteyy witli an end cell s^/itch. Tlriis nethod is efficient for 
all ic..=£^^..- of speed and load, but renuires ccmplicate wiring and 
accessories. 

The variation of nagnetic reluctance in the field circuit is 
obtained by two nethods. First, by a moyable soft iron cere 



in a holloiY pole-piece.. Second, by r/ith clrav^ir.g the arraturc 
fron: the influence of the field poles. This r/icthod i:^ iva'^crioi- 
to any of the preced.ing in that a r/icle r?inge of sneed is ohtaire^ 
aDle, good efficierdjy at ordinai^y loads, and renaire:- litt.le 
apparatus outside of the notor itself. 

The intci'polc r;eth.^d of speed variation er.ploye an "rdinary 
shunt notoi-, "ijetv/ucn the poles of which arc ■pieced auxiliary 
poles, the T7indings of v;hich arc- in series \7i th the arPc-- tuix . 
The syeed is control -ed by a rheostat in the shunt field circuit. 
The method is sinirle a.nd highly efficient. 

Embodying the essential features of the foregoing principles 
except the nultivoltage system, three raotors were obtained on 
which to viQi±. These v/ere the Stovre, T.inccln and Interpole, 
which are successful, variable speed r:otors now on the narhet. 
On each of these motor::, tests v/ere r.ade '.vhich. enabled us to r.ake 
a coniparative study of the qualities essential to successf-al 
variable speed oontrol. 

The Inter-Pole ho tor is essentially a shunt motor obtaining 
speed variations by neans of a rheostat in field circuit. It has, 
however, one or t.70 unique feati-.res of construction added by n^efins 
of -which a large range of sr>ecd is obtainable. One of these 
features is the increase of the segments in the coninratatcr, 
tho.; cutting doivn the reactance voltage, and thie othei- is the 
introduction of auxiliaxy poles v/hich are located between the 
cain poles. These poles are snail compaPBd -.vith tlio rain poles 
and art. provided with coils connected in series with the armature. 
Owing to this latter fact weakening of th.e field of corra-mtation 



produce the required coiTiT^en^atory field or corinratatior. inde- 
pendent of the r'lain field which is decreased as tVie .speed is in«4 
ci^eased. The effect of the auxilic.-.ry poles i:; the sar.e regard- 
less of the direction of the rotation, becaiise '.Then the currey.t 
is x-ever.sed in the arrature it is t^lso reversed in the auxillr.ry 
poles, points in favor of this motor are its extrer.e sirplicity, 
its conipactness and ahsence of accessories. The arnature is 
carried on hall bearings, thereby reducing friction to a mini- 

The Lincoln .'..ctor is an ordinary shunt ruotcr, th.e shunt field 
v/inding being connected in series. Speed variation is obtained 
by v/ithdrav/ing the arnature from the influence of the field poles. 
.,s the arnfiture, v/hich is slightly conical in shape, is -ivith- 
drav;n the ragnetic resistance, due to inci-ease in air gap, is 
incr-eased, tht-reby deer-easing the useful magnetic flux and thus 
increasing the sioeed. Cpecial coa-inutating poles ai'c provided 
under the face of v/hich the arnature cop.es as it is v7ithdrav,Ti 
into its positions of high speed. The full field strength is 
used for all speeds, thereby eliminating the undesirable feature 
of field distortion. 

A hand v/heel is used in connection with a screvr r-.echanisr. to 
move the arnature laterally and by means of this "/Tieel it is 
possible to get an infinite variety of speeds from the lowest 
to the highest. The magnetic pull of the armature is cari-ied 
oii ball thrust bearing, which reduces rll friction. The bruslies 



aro carried or. the tliruct ■bfcaring,arnature and commutator both 
nvove together, aiid there is no relative latteral motion betv;ecn 
the commutator and tht; "brushes. 

The Ctowe l.iotor is a shuiit motor having polefc piGce;i the coi-o.s 
of v;hich are movable. The poles are composed of a polo ylioe of 
common form integrally connected witli a cylindrical shioil , over 
v;hich the magnetizing coil:j are v/ound, and vfith which is a solid 
core of high permeability and of crosj; section rel&tively large 
as com.pared with tlie conducting area of th^e inclosing shell. By 
means of a hand v/heel this inner core is adjustable in any direc- 
tion radiai to the center of the armature, and is so proportioned 
that a slight variation in its position v/ithin th'- magnetized 
shell produces a considerable difference in the reluctance of the 
m.agnetic circuit of which the plunger forms a part. V/hen the 
plunger is so adjusted that the inner end comes in contact v/ith 
the pole shoe the magnetic circuit is most complete and of mini- 
mum reluctance, and since the nagnetomiotive fnr-ce remains constant 
the volume of Uie magnectiv flux becomes a maxiraura and the sneed 
a minimum, or normal. As the plunger is drav:n aviay from contact 
v/ith the pole shoe t'k& kxk gji:^ a column of air is interposed 
which gradually increased the reluctance of the magnetic cii'cuit 
as long as the plunger continues to be withdrawn. As the nlunger 
is moved the gap between tlie pole face and the arr.aturo remains 
constant, the air gap inside the pole being t>ie one which is 
varied, and the design of the pole piece and nlunger is such that 



a3 the total effective nagnetisn Ik dirnii\iHhed ty outv.'ard r.iove- 
rcnt of the plunger the remaining raegnetic flux ie forced more 
and more in the direction of the pole tir.s, thus furni.shing a 
magnetic flux at all tiPcr- of sufficient intensity to insure 
sparlclet:?' commutation. 

The apparatus' used for the tests \"erc an arnrture and field 
ammeter, a voltrnstei- for the nain line voltage, and a tacliometei- 
•.■oltn.eter . A load v/as aT^nlied to the motor by reanb of a prony 
brake upon & flanged pulley. The power Kunr^lied to the motor 
under test v/as developed in a IT H. P. V/eatinghouse genei'ator, 
driven by a direct counled Crockei'- '.'H'leeler motor. The E. h. F. 
impressed on the motor terminals '//as ]'Cvt constant at lio volts 
by varying the sr^eod of the generator. A sn'all set of scales 
were used with graduations to 1-r.O of a pound. 

The first ::et of runs was taken with th.e lowest rated speed, 
as indicated on tkie name -plate. The load was inci'Gased from 
zero to about fifty per cent over load. During t)i.ese rvans 
readings v/ere taken of the armat^ire current, field current, tach- 
ometer and scale, and from the data, obtairicd the developed horse 
power (D. U. P*')', t'ne electrical imput: and the efficiency were 
obtained. By adding the armature and field current and multi- 
plying by the constant voltage of 110 voT ts the electrical 
iniput was obtained. The P. H. P. v/as obtained from the equation; 



where n ^ x^. p. m.: ^ = bmVe arn: rj"d v- = '7oif;l" . 

■ c T j: . ,: ■ . . ■ oiJ..g . Efficiency can then he aalculnted fx-on the 

en nation; 

74^ X ^. il. P. 

Efficiency — x loo*^ 

El . Inrut 

The above set of data v.-ac '..c'^.en on tru; three machines undtr 
test and in both directiorip of rotation. Then the s-oeed Vv&£ 
raised to tlie niddle value, and then to the highest vplue, .'.'lien 
a Giniilar set of runs '•/c'^p. nade. 

The data was tabulr. tec on GO'narate sheets, a check tec-t being 
ir.ade of each. On the interriolo riotor each run had speed rnd 
efficiency cu:r'ves rlotted. On the Lincoln and Steve I.iotors 
the avcrare of V\q two runs '//ereplotted. 

Anbther test nade upon the n^otor r/as '.vith the If. P. outi^ut 

kept at a constant value and the speed and 'vcir:hts vai'ied. 

Full rated loao end half load runs '.Tere tal\'en in both directions 

of rotation and on each of tlie motors. From tliis test v.e --ere 

efficiently 
able to obtain an idea of the of fio various naohines 



under load ^vith variation of sn 



ceo . 



Interpole Motor. 





Lovv' Speed. 




Cloc;]^ 


ViSfc; RotG. 


tion. 


la. 


If. 


Imput . 


Speed. 


wt. 


H. P 


5.0 


4.43 5 


1154 


306 


3.4S 


.46 


15.0 


4.37 


2124 


304 


14.8 


1.71 


24.6 


4.55 


3178 


300 


26.8 


3. Go 


34.1 


4.32 


4226 


299 


30; 8 


4.42 


45.8 


4.29 


5289 
'3333 


295 
294 


.^o.s 

32.8 


5.71 
7.04 


o£ . 5 


4.2G 


74.53 


pc^ 


74.8 


8.32 


7o.6 

S3.3 


■4 . 24 

4.22 


S5'o5 
93.27 


290 


33.3 
98.8 


0.13 
10.92 


95.8 


4.31 


10781 


236 


110.8 


12.08 


104 


4.205 


1190 2 


234 


122.8 


1 " '">■'.■' 


las. 


4.205 


1S112 


282 


134;8 


14 . 50 


12'S.1 


4 . 20 " 


14553 


233 


146 i 3 


13. 34 


133. § 


4 . 20 5 


1546/"^ 


231 


1^8.8 


17.0 



Fff. 



zr^ 


.1 


60 


.1 


71 


.8 


78 


• 


80 


r* 

• / 


C?- o 




33 


. 3 


70 


.5 


34 


.8 


O Kj' 1 


.7 


33. 


• <-• 


3S: 


.5 




.0 


r\ r\ 


.0 



2.5 


4.32 




4.27 


IS. 


4.25 


24.7 


4.23 


^4.7 


4.22 


44; 3 


4.20 


5^.2 


4. IS 


6^.0 


4.17 


73.6 


4.16 




4 . 24 


94.1 


4.11 


10 5 i 


4,10 


116.0 


4.095 


127.8 


4.066 


139.5 


4.0 5 



750 
1(^96 
2227 

31SS 



3423 

7498 

85R4 

9618 

10803 

120 10 

13210 

14504 

15790 



303 
306 
304 
302 
208 
295 
294 
poo 
f-vno 

290 
287 
286 
286 
284 
184 



0. 

3.2 
14.8 
26.8 

50.3 

62.8 

74.8 

86.8 

98.8 

110.8 

122.8 

134.8 

146.8 

158. 8 



0. 

3.73 
1.73 
3.08 

7.04 
8.32 
9.15 
10.92 
12.12 
IS . 38 
14.69 
15.89 
17.18 



■-, ♦ 

o»? . fi 
r-Q 

> O . 

77. 

80. 

81.8 

83.0 

79.0 

84.9 

83.8 

b5 . 2 

83.0 

81.7 

81.2 



:--lin Volts 



^^s^ppi^:.^i-f?f ^f s V' y %. 




/psadg 






.I'ari 




Interpolfci Motor'. 



T T 



Low 



5.0 

6.7 

18. S 

28.4 

OG.O 

47.7 

57.4 

67,5 

77.4 

87.2 

97.4 

109 

119.2 

150 ; 5 

142'. 



Speed 




Counter- 


Clocl-; 


Il^ 


V/att 


Speed 


Wt. 




Input . 






4.24 


796 


312 


Q.Q 


4.23 


1210 


312 


4.2 


4.22 


2510 


306 


13; 8 


4.20 


3586 


304 


30 ; 8 


4.20 


4642 


304 


<2.8 


4.19 


5707 


301 


54 i 8 


4.18 


6773 


298 


66.8 


4.17 


7884 


297 


78;8 


4.17 


3072 


296 


90.8 


4.14 


IOC 47 


293 


102.8 


4.13 


11168 


293 


114.8 


4.12 


12443 


292 


126.8 


4.09 


13561 


291 


138.8 


4.08 


14803 


289 


150.8 


4.0Gr 


16066 


288 


162.8 



Rotation. 
K. P. 



Eff. 



0. 


0. 


.5 


50.2 


■ 2.2 


64 . 3 


3-. 57 


73.4 


4.97 


79.3 


6.28" 


82." 


7.61 


83.3 


8.44 


84.0 


10 . 24 


84. 


11.51 


84.7 


12.87 


85.2 


14.12 


84.0 


15.Z-! 


84.0 


16.06 


84.6 


17.89 


82.2 





4.19 


813 


321 


0. 


Oi 


0. 


5.8 


4.18 


1097 


318 


2 -.6 


.315 


21.4 


18.8 


4.15 


2491 




18.8 


2.24 


66.5 


28.5 


4.14 


3601 


512 


30.8 


3.63 


7"^. 8 


37.8 


a. 12 


4611 


509 


42.8 


5.05 


81.7 


48.8 


4.11 


58S0 


50 5 


54.8 


6.42 


82.3 


57.7 


4 . 10 


6793 


305 


66.8 


7.78 


SF-.5 


67.5 


4.09 


7374 


304 


78.8 


9.13 


86.5 


73.4 


. 4.Q7 


9071 


301 


90.8 


10.4-: 


86.0 


S9i9 


4.06 


10 335 


500 


102;8 


11.7-?- 


84.8 


100. 


4.05 


11«45 


299 


126.8 


14.45 


83.4 


125.3 


4.04 


14007 


295 


158 . 8 


15; 6 


83.2 


135.5 


4.01 


15346 


292 


150.8 


13.3 


81.7 



]~lin Volt« 




■p^ddg 










!£■■■■■■■— ■•■■ ■■ ■ ■g TB Bii B«^B«Bw ^wip—r i 

K ■■■■■■««■•■■■■■■■■•>: ■■■■■■■— ■^ ■■ ^■■^ 6^ i 



ISkS Lls»^^^7f»!:S 



paad^ 



1.!! 



la, 



liiddle 


ST)eed 




\l£.tt 


If. 


Input 


l.?6 


?R0 


1.26 


13S1 


1.26 


2549 


1.23 


5625 


1.2'^ 


4868 


1.26 


6188 


1.26 


7 "74 


1.23 


9003 


1.36 


10698 


1.26 


121B3 


1.25 


13734 


1.26 


15503 



Interpole I.Iotor, 

Gloc3-:v/:l.'.'e Rotation. 



rpeed 


725 


71:-'. 


71C 


702 


697 


592 



11.5 
20.1 

51.7 

45.0 
r c r> 

67.5 1.26 7 "74 687 

80.9 

96,0 

109.5 1.26 121B3 702 

123.6 1.26 13734 702 

139.7 1.26 15503 707 



10.4 1.24 T^^O 714 0, .83 48.6 

21.1 1.24 2457 704 3.2 2.26 68.6 

74.9 
44.8 1.24 5064 6.94 14.8 5.26 77.6 

56.7 1.24 6373 690 20.8 6.75 79.1 

89.4- 1.24 7770 688 26.8 3.24 79.0 



V.'T. 


H.P. 


Eff 


0. 


0* 


0. 


5.1 




A 5 . r 


8.8 


2.28 


72.4 


14.8 




77.8 


20.8 


5.28 


81. 


26.8 


6,76 


81.6 


32.8 


3.22 


81. 


38 . B 


9.79 


80 . 9 


44 . 9 


11.4 


79.6 


50.8 


13.01 


79.8 


56.8 


14.56 


79.1 


62.8 


16.2 


77,9 



1.24 


T^^O 


714 


1.24 


2457 


704 


1.24 


3766 


699 


1.24 


50 64 


6,94 


1.24 


6373 


690 


1.24 


7770 


688 


1.24 


9211 


686 


1.24 


10916 


685 


1.24 


12236 


683 


1.24 


13875 


680 


1.24 


15536 


678 




f/0 volts 



82.5 1.24 9211 686 32.8 9.72 78.7 

98.0 1.24 10916 685 38.8 11.46 Sf8.3 

110. 1.24 12236 683 45.8 12.69 77.3 

124.9 1.24 13875 680 50,8 14.1 7B.9 

140 1.24 15536 678 56.8 15.52 74.5 



0. 


,83 


3.2 


2.26 


8.8 


3.78 


14.8 


5.26 


20.8 


6.75 


26.8 


3.24 


32.8 


9.72 


oc3 • o 


11.46 


45.8 


12.69 


50.8 


14.1 


56.8 


15.52 




y>9 9dg 



ZntGur/DoJe. '!ot 



or" 



I.iiddle Speed, C— i=i?^clvwise Rotation 

noxt 

la. If. Impiit Speed Wt. H. P Eff. 

3«3 1.31 540 725 

ll.a 1.31 1441 723 3.56 .98 50. 8 

21«o 1.315 2520 715 8.8 2.4 71. 

33.3 1.315 3840 715 14.8 4.03 73.4 

45.4 1.315 5138 717 20.8 5.67 82.4 
53.1 1.3 3534 720 23.8 7.35 84.0 
70.3 1.295 7903 722 32.8 9.01 35. 
33.1 1.295 9234 722 38.8 10.33 85.9 
93.1 1.3 10714 717 44.3 12.27 85,4 

11.05 1.295 12293 714 50.8 13.34 34.1 
12.13 (J*295 13541 706 53*8 15.34 34.3 

135*0 1.295 14993 703 32.8 13.8 83.7 

E — -110 Volts 



■'J « 


1.295 


435 


725 











10.7 


1.295 


1319 


717 


2.98 


.314 


41.1 


23.3 


1.295 


2739 


711 


9.98 


2.7 


73.75 


33.2 


1.29 


3795 


708' 


14.8 


3.99 


78.5 


44.4 


1.29 


5023 


709 


20.8 


5.32 


83.5 


53.5 


1.29 


3357 


703 


23.8 


7.23 


34.9 


39.5 


1.29 


7787 


711 


32.8 


3.89 ■ 


85.2 


329 


1.29 


9231 


713 


38.8 


10.54 


84.9 


97.5 


1.295 


10333 


717 


44.8 


12.27 


84.3 


110.7 


1.29 


12320 


722 


50.8 


13.99 


35.3 


m-f. 


1.29 
1.235 


13955 

1 - ^o7. 


717 

71: 


53.8 


15.32 


83.5 



noi:' :''■■■;! 



.1 .'■•■».*<:.> if; i 



.o: 



r^':'r 



;• r>o 



rr-c^ r ^'-•' 



O "~i '^ * 




:;;-:\' 

1 


I 


vr\ 


M\-- 


,^ r 7 


i:f-Ti:i 



."I,; 



.1. . » 



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Intcrpole Motor 


• 








High 


Sveea 




ClockvYi 


se Rotation. 




la. 


If. 


V/att 


Speed 


Y/t. 


II. P. 


Eff. 


' 




Iniput 










5,3 


«83 


453 


1160 


0. 


0. 


0. 


IS.l 


« bo 


IS'SS 


1225 


3.16 


1.35 


54.3 


23.7 


«83 


2^98 


1117 


5.08 


2.47 


68.4 


54.1 


.33 


3842 


1110 


8.8 


5.72 


72.3 


44.4 


.83 


4975 


1110 


11.8 


4.99 


74.9 


54.2 




60 5^ 


1109 


14.8 


6.25 


77.0 


G4i0 


.33 


7131 


1109 


17.8 


7.53 


78.4 


7S»0 


.83 


G-^ni 


1109 


20 '.8 


3.8 


77.8 


85;3 


.83 


9584 


1117 


as; 8 


10.1 


79.0 


99;o 


.03 


10981 


1125 


26.8 


11.5 


73.3 


112. 


• 83 


12411 


1130 


29.8 


12.83 - 


77.0 


124.9 


.83 


15930 . 


1125 


32.8 


14.07 


76. 


135.5 


.85 


14996 


1113 


35.8 


15 . 13 


75.5 



5.4 


i855 


465 


18.5 


.835 


2137 


27.7 


.835 


3138 


34.1 


.835 


3842 


44.4 


.835 


4975 


54.8 


.835 


6119 


65; 6 


.835 


7307 


76.3 


.835 


8484 


88.2 


.335 


9793 


ir^l.5 


.835 


11256 


lie. 


.835 


12301 


124.8 


.835 


13819 


156.0 


.835 


14451 



1160 0. 0. 0. 



1125 


3.88 


1.62 


56.5 


1120 


6208 


2.0 


69.0 


1115 


s.a 


5.74 


72.7 


ii:i3 


11.8 


5.02 


75 '.4 


1110 


14.8 


6.26 


7644 


1110 


17.8 


7; 53 


77.0 


1110 


20.8 


8.31 


77 . 50 


1113 


23.8 


10.1 


77.0 


1117 


26.8 


11.39 


75.5 


1113 


29; 8 


12.66 


76.8 


1113 


32;8 


13.92 


75.1 


1100 


35.8 


15.0 


77.5 



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High 


Speed 


y^^ 


Gouriter Gl 


ockwise 


Rotation. 




la . 


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i lap at 


Sliced 


V/t. 


H. ?. 


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7^,2 


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440 


1160 











15.7 


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1015 


1142 


3.2 


1.39 


57.3 


25. o 


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2684 


2130 


5.8 


2.49 


69.5 


33.4 . 


.805 


376.S 


1130 


8.8 


'; 5.79 


75.2 


43.0 


.905 


4818 


1123 


11.8 


' 5.03 


78.7 


53. 


.805 


5918 


1128 


14.8 


6.37 


80.4 


■33 « 1 


.805 


7029 


1124 


17.8 


7.64 


31.1 


73.5 


.305 


3173 


1124 


20.8 


8.92 


81.4 


84.3 


.805 


9361 


1124 


23.3 


10.21 


31.5 


94.2 


.805 


104'n 


1117 


26.3 


11.41 


81.5 


104.2 


.80 5 


11551 


1107 


29,8 


12.58 


81.2 


113.4 


.805 


12562 


1089 


32.8 


13.62 


8^ . 9 


122.3 


. .805 


13541 


1076 


35.8 


14.70 


31.0 


132.7 


.805 


14535 


1056 


38.8 


, 15.63 


79.5 



3.2 


.8 


440 


1160 


0. 


0. 


0. 


16.1 


.8 


1359 


1148 


3.16 


1.33 


.'--3. 


23.3 


■ .8 


2684 


1133 


5 -.8 


2.50 


69.6 


33.2 


.8 


3740 


1128 


8.8 


3.78 


75.5 


43.0 


iS 


4818 


1130 


11.8 


5.08 


78.9 


53.1 


i8 


5929 


1130 


14;8 


6.38 


S'^.o 


62.7 


.79 


6984 


1136 


1!7;3 


7 -.64 




72.9 


i79 


8106 


1129 


20.8 


8 ,95 


82 '.4 


83.0 


.79 


9305 


1126 


23.8 


10.22 


32.1 


94.2 


.79 


10449 


1120 


26.0 


11.42 


31.6 


104.5 


.79 


11582 


1116 


29.8 


12.68 


81.8 


115.0 


.79 


12737 


1104 


32.8 


13.82 


31.0 


125.3 


.79 


13870 


1091 


35.9 


14.9 


30,2 


134.7 


.79 


14904 


1073 


38.8 


15.89 


79.6 



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Interpole Motor. 
Half Load ( Constant) Counter Cloclrwise Potation. 



la 

= 9.8 


If. 

4.04 


Watt 

Ir.put. 
7022 


Speed. 

299 


Wt, 
67.9 


II. P. 
7.62 


Efi'. 
81. 


59.0 


2.35 


'3748 


400 


49.2 


7.5 


83. 


59.1 


3.79 


6698 


500 


39.36 


7.5 


83.6 


r-9,€ 


1.55 


6748 


600 


32.8 . 


7.5 


83. 


59.8 


1.27 


6717 


700 


28 . 14 


7.5 


83.4 


59. 8 


1.15 


6702 


800 


24.6 


7.5 


83.5 


60. 


1.01 


6711 


900 


• 21. 8S 


7.5 


35.45 


60. 1 


.94 


67?.4 


1000 


19.69 


7.5 


83.42 


62.5 


. So 


6966 


1100 


17.9 


7.5 


80.4 


65.6 


.77 


7080 


1190 


16.95 


7.5 


79. 



Half hoad (Constant) Oloclcvise Rotation. 

303 67«9 7.84 84.4 

400 49,2 7.5 85.6 

500 39.56 7.5 84.5 

600 32.8 7.5 86. 

700 28.14 7.5 85.8 



59.1 


4.05 


694 6 


57.0 


2.41 


6535 


58.4 


1.82 


6622 


57.7 


1.5 


6512 


53. n 


1.28 


6520 




1.13 


6471 




1 o r> 


6569 


59.8 


P '7 


6680 


59.8 


.84 


6670 


60.0 


.8 


6688 



49, 


O 


39, 


56 


32, 


8 


28, 


14 


24, 


6 


21, 


36 


19, 


69 


17, 


9 


16. 


95 



800 24.6 7.5 86.5 

900 21.36 7.5 85.2 

1000 19.69 7.5 83.8 

1100 17.9 7.5 83.9 

1190 16.95 7.5 83.7 

E — 110 Volts. 



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Pull Load (Conn tan t) 

%Ltt 



Interpole Motor 

Gloclcwise Rotation. 

H. P. 
15 



la 


If 


Imput 


Speed 


Y/. T 


IfJl.O 


3.9 


13827 


292 


135.6 


120 


2.49 


13474 


400 


98.5 


119 


1.9 


1:5299 


• 500 


78.76 


119 


1.57 


13256 


600 


65.66 


131.8 


1.35 


13546 


700 


56.25 


1-30.3 


1.30 


13440 


800 


49.26 


127.3 


1.03 


14171 


900 


43.74 


123.6 


.94 


13669 


1000 


39.33 


127.1 


.85 


14916 


1100 


35.74 


129.5 


.0 


14333 


1190 


33.08 



Eff. 
31.5 

8.32 
84.25 
84.5 
82.6 
83.3 
79.1 
81.9 
75. 
78.. 



Pull Load 


(Cons 


tant) 


G. G. 


Rotation 


419. 


3.96 


13525 


292, 


135.6 


117. 


2.45 


13139 


400 


98.5 


119 


1.83 


13296 


500 


78.75 


120 


1.5 


14701 


600 


65.66 


120.8 


1.3 


13431 


700 


56.25 


122,3 


1.13 


13577 


800 


49.26 


120.8 


1.0 


13398 


900 


43.74 


126.8 


.37 


14043 


1000 


39.33 


127. 


.3 


14058 


1100 


35.74 


127.8 


.74 


14139 


1190 


33.08 



15 



82.8 

85.2 

84.25 

76.2 

83.3 

82.5 

83.6 

79.8 

79.75 

79.2 



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Lincoln Motor 

Low Speed Glockv/if;e Rotation. 

Watt 

la. If. Iniput Spped Wt. H.D. Eff. 

2.5 ?..o9 538 325 0. 0. 0. 

5.3 2.36 842 322 3.5 .429 38. 

10.3 2.35 1391 320 9.5 1.16 -32. 

15.7 2.35 1985 ~ 516 15.5 1.87 70.4 

21.4 2.35 2612 312 21.5 2.56 73.2 
26.4 2.55 3162 308 27.5 5.24 76.4 

30.8 2.35 3646 305 33.5 3.9 '^^O.S 
56.4 2.35 ''^256 303 39.5 A,r>(=, 80.0 
44.4 2.35 4912 301 45.5 5.21 80.7 

46.7 2.32 5392 293 51.5 5.75 79.6 

48.8 2.32 5623 293 57.5 6.42 8!=^. 2 
55.0 2.32 63.05 293 63.5 7.10 84. 
61.0 2.32 6965 2.93 69.5 7.77 83.2 



^,T^ 


2.35 


863 


325 


3.5 


4.G36 


37.7 


10.5 




14213 


320 


9.5 


1.17 


61.8 


15.6 




1917 


316 


15.5 


1.88 


73.3 


20.7 




2532 


314 


31.5 


2.59 


76.4 


26.5 


2.32 


3170 


312 


27 . 5 


3.25 


76.5 


31.2 


2.32 


3687 


304 


33.5 


3.9 


79.0 


56.1 


2.32 


4226 


• 303 


39.5 


4.56 


80 . 5 


41.9 


2.31 


4862 


301 


45.5 


5.22 


80.1 


47.6 




5^.90 


301 


51.5 


5.91 


80.4 


51. S 


2.30 


5929 


293 


57 . 5 


6.51 


80.2 


57.5 


2.30 


6578 


293 


63.5 


7.09 


80.4 


62.1 


2.29 


7003 


291 


69.5 


7.72 


81.4 



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^■■■■■■■■■■■■^^■■■■■■•»-r *•«■«■■■■» 



'Paadg 



- Lincoln Motor. 





Low Speed 


la. 


If. 


3.6 


2.5 


5.5 


2.43 


10.75 


2.43 


IF. 6 


2.42 


20.9 


2.42 


26.3 


2.42 


31. C 


2.42 




2.42 


41. F 


2.42 


46.0 


2.41 


54.2 


2.41 


61. S 


2.40 



Counter Glocl-v/ise Rotation. 



V/att 
Iniput 

671 

372 
1449 
1982 
25.65 . 
3159 
5676 
4281 
4831 
5325 
6227 
7667 



>peed. 

520 
519 
319 
316 
312 
306 
304 
302 
301 
299 
293 
291 



V't. 

0* 
0.7 
9.7 
15.7 
21.7 
27.7 
35.7 
39.7 
45.1 
51.7 
57.7 
55.7 



H. P. 



0. 




• 


45 


1. 


IS 


1. 


69 


2. 


6 


o • 


CjKJ 


5. 


9 


4. 


CO 


5. 


24 


5. 


89 


6. 


44 


7. 


,06 



0. 

OO . 'J 

/* -I r» 

ol . o 

70.85 

75. SF 

75.9 

79.55 

79.9 

80. S 

30.9 

78.45 

76.6 





2.4 


369 


520 


5.7 


.4v50 


58.7 


10 . 5 


2.59 


1417 


519 


9.7 


1.18 




15.6 




1977 


316 


15.7 


1.87 


70.6 


20. S 


2.38 


2538 


314 


21.7 




76.2 


26.7 


2.37 


5197 


310 


27.7 




76.4 


31.2 


2.37 


5692 


308 


55.7 


5.9S 


79 -.9 


37.0 


2.57 


4530 


503 


59.7 


4.65 


80.2 


41.9 


2.56 


4868 


502 


45.7 


5.26 


80.7 


48.0 


2.56 


5559 


299 


51.7 


5.89 


79,4 




2.35 


6088 


295 


57.7 


6.49 


79.6 


59.0 


2.55 


6748 


295 


65.7 ■ 


7.11 


78.7 



■ 1 ^■ 



Volt;5. 







JO « 







Lincoln I 


;otor. 










Middle 


Speed 


Oloclr 


wise Ro 
17a tt 


tatlon. 




la. 


If. 


Speed. 


;vt. 


Imput- 


HSfP. 


Eff. 


2. 


2.31 


036 


0. 


474 


0. 


0. 


O • W 


2.51 


oni 


1.7 


11^57 


.Gl'S 


39.4 


15. G 


2.300 


044 


4 . 5 


1970 


l.Gl 


G] .2 


22.0 


2.307 


925 


7.0 


2'?75 


2.4o 


33.0 


28. 


2.307 


f^*"^. 


9.5 


3533 


5.32 


74.3 


&5.4 


2.307 


905 


12.0 


4147 


4.13 


74.4 


45.0 


2.507 


803 


14.5 


4983 


4.04 


75.0 


40.3 


2.28 


884 


17.0 


5673 


5.72 


75.2 


frS.O 


2.270 


87fi 


1^.5 


6410 


0.5 


. "^ . 'J 


G2.3 


2.27 


865 


22.0 


7102 


7.25 


76. 



8.4 


2."1 


963 


1.7 


1173 


IS. 3 


2.3 


944 


4.5 


204S 


21.4 


2.3 


933 


7.0 


2607 


28. S 


2.3 


020 


9.5 


5500 


34.5 


2.5 


010 


12.0 


4048 


43.0 


2.28 


900 


14.5 


4080 


40.3 


2.2.70 


887 


17.0 


5675 




2.270 


884 


10.5 


3333 


62.5 


2.27 


855 


22.0 


7124 



.623 


O » J ^ 


1.62 


59.2 


2.48 


71.2 


3.33 


»7 »? o 
1 O * -. 


4.16 


76.8 


4.07 


74.4 


5.75 


75.3 


6 . 57 


77.2 


7.25 


7F:.0 



:: — 110 vo] 







o 
m 


o 






z 


> 






H 


31 








2 


o 




31 


'3 
m 






■D 


2 


6 


1 


O 




3 




2 




O 




O 




in 




z 




o 




o 




■< 




o 




O 

o 




< 
o 




3 




c 




"0 




9 




> 




0) 




2 









■< 



o 

z 

o 

> 




'psa<yg> 



Lincoln Motor 



Middl 
la 


e Speed 
f 


:a6a.tt 

I input 


Counter 
SJjeed 


Clockwise 
WeigtLt 


HiT. 


ion. 
Eff. 


2.05 


2.41 


490 


966 











9.9 


2.40 


1353 


953 


2.2 


.B 


^4.'^ 


l-.G 


2.405 


1980 


945 


4.7 


1.69 


63. : 


22.9 


2.40 


2783 


934 


7.2 


2.53 


68.3 


29.3 


2.39 


3519 


923 


9.7 


3.41 


72.4 


33.5 


2.37 


42.75 


911 


12.2 


4.24 


74.0 


42.0 


2-33 


4991 


904 


14.7 


■=^.03 


75.7 


49.2 


2.37 


5672 


900 


17.2 


5.9 


77.6 


'^S.? 


2.37 


3497 


892 


19.7 


3.7 


77.0 


63.3 


2.37 


7253 


801 


22.2 


7.45 


76.5 



9.5 


2.4 


1309 


955 


2.1 


.735 


45.6 


15.6 


2.33 


1977 


945 


1.7 


1.39 


33.9 


22.9 


2.37 


1779 


933 


7.2 


2.57 


6 9.00 


29,1 


2.37 


3461 


926 


9.7 


3.42 


73.3 


33.1 


2.37 


4231 


915 


12.2 


4.25 


74.9 


42.3 


2.37 


4913 


903 


14.7 


5.08 


77.2 


43.8 


2.37 


5328 


900 


17.2 


5.9 


73.2 


58.4 


2.37 


3464 


892 


19.7 


3.7 


77.4 


64.0 


2*33 


7200 


881 


22.2 


7.45 


76.2 



-- 110 Volts. 



>- V :\j '■ ' ; 



■-"♦-> ' ■ 



rr \ 



C-i-f 






o , •• r 



v,^,r 






or;-;,;:; 



rs. v<,^ 



.G r 



T . I : 



('"\'" '' 






B'.-^ 



■ r ( ' r. 



^:;?*'- 



r. 



I < ' ' .' ■ r 



Km0^^WW-y^^'^'- 







■p9Sd<^ 



A r\ 



la. 
. • 3 


"if ^ 

2.43 


Lincoln 

3 . -3 5 


Motor. 
Speed 
1620 ■ 


Glock¥/io'.. R)tat 
Wt, H. P. 

^ 


ion. 
Eff. 




17.2 


2.4o 


2ir^9 


ir.00 


3 . 5 


2.11 


73. 


30. '-J 


2.42 


3332 


in^o 


5.5 


3.27 


67.2 


40. 


2.42 


4'3G3 


in48 


7.0 


4.13 


66. 2 


4 = .0 


2.41 


53K 


1540 


8.5 


5.0 


70.2 


52.0 


2.40 


^30 8 3 


1517 


10.0 


5.79 


71.0 


•31. o 


2.40 


7040 


1480 


11.5 


6.53 


69.4 


37.5 


2.?8 


758 '3 


1409 


13.0 


7.33 


71.6 



16.5 


2.40 


2079 


1610 


2.7 


1.65 


59.5 


30.6 


2.40 


2530 


1591 


3.5 


2.12 


62.0 


23.1 


2.40 


3355 


1580 


5.5 


3.32 


73.9 


37.8 


2.38 


4419 


1572 


7.0 


«.2 


71.0 


44.3 


2.33 


5109 


1560 


3.5 


5.06 


72.9 


54.0 


2.38 


6201 


1538 


10.0 


5.83 


70.6 


59.7 


2.37 


6017 


1519 ' 


11.5 


6.66 


72.0 


69.6 


2.36 


7915 


1511 


13.0 


7.49 


70.6 



I.:__1T0 Volts. 





'T.T-'.- 


r-.r? 


o.ri 


r,r\ 


. t 


^.rr 





-:e^:j. 



r-r-.i- 



p, .r r-.\a.r 



ri or; -i; r 



n;' ■ r 



r^»c? 



.f; 



o . "■ 






f- r ^ 



f r '' 



r ' ♦ ' " 1 



r. ;:. r r r ~ r 



"i r 



:!.:!■ ^ ■/ 



-V-'^,:y.'a»'X!«»''-i.'.^;'-;r- J-,.-:^. - 




'p&9Clc 



Lincoln Motor 



High 
la 
3.7 


Speed 
If 


;?^tt 

Input 
373 


Counter Gl 
Speed V/t. 
1320 


ockwise 
H P. 




Ttota 

Eff 



ia*o 


2.40 


2244 


1580 


3.0 


1.3 


30. 


30.5 


2.39 


3323 


1523 


5.5 


3.2 


35.9 


37.4 


2.38 


4375 


1497 


7.0 


3.99 


32.8 


43,8 


2.38 


5079 


1473 


8.5 


4.76 


70.0 


54.4 


2.38 


3245 


1430 


10.0 


5.45 


35.2 


•39.7 


2.3S 


6935 


1400 : 


11.5 


3.14 


33.1 


"i7,5 


2.35 


7303 


1380 


13.0 


6.85 


66.5 



3.9 


2.38 


390 


1320 











20.2 


2.35 


2480 


1548 


3.5 


2.03 


61.1 


30.0 


2.35 


3553 


1520 


5.5 


' 3.19 


37.0 


43.0 


2.35 


4988 


1503 


7.0 


4.01 


60.0 


48.0 


2.35 


5326 


1489 


8.5 


4.32 


34.^ 


5 3.7 


2.35 


3495 


1470 


10.0 


5.60 


64.4 


35.3 


2.35 


7474 


1432 


11.5 


6.41 


34.0 


39.6 


2.35 


7914 


1448 


13.0 


7.18 


67.6 



, lin Volts 



r r'-' 



P.I 



r-'-.^ 



♦ ei 



o ■■■ (■• c 



■\h.^. 



s r . F, 



c, , or 
■^, . r r 









'IgS 



r^.N 


•^.V 


oor-r 




r'!:.!^ 


n.r 


()^,M 




or . --^ 


P ^ .- r 


'>7i, r 




- * 


". . r.r 


ri ' '., r 


>■";•■■ 


t : 


r , '.: r 


r.:&M 


^,v:v 



-;;^;^-V ""f. 







^paac/p 



tancoln Motor 



Half 
la 

1<?*9 


Load (CowntoY^t) 
If Jtoitt 

Imput 
2.4 2453 


Gloc 
Speed 

320 


kwisc Rotations. 
Wt. HP. 

20.5 2.5 


Eff 
73.1 


i9'f?) 


^f* 


8554 


590 


13.12 


2.5 


79.3 


20.0 


2.4 


2464 


700 


9.38 


2.5 


75.7 


20.4 


2.38 


250 fi 


900 


7.3 


2.5 


74.5 


20.9 


2.39 


2550 


IIQO 


5.95 


2.5 


73.0 


21.0 


2.41 


2575 


1300 


5.6S 


2.5 


72.5 


23.2 


2.41 


2317 


1450 


4.52 


2.52 


o6.4 


22.2 


2.41 


2707 


' 1G20 


4.05 


2.52 


69.0 



Half T.oad " (Constant) 



!ounter Clockwise Rotation 



39*6 


2.4)1 


2531 


320 


20.5 


2.= 


73,8 


20.4 


2.41 


2509 


500 


13.12 


2.5 


74.5 


21.1 


2.40 


2585 


700 


9,38 


2.5 


72.2 


22.0 


2.37 


2680 


.900 


7.3 


2.5 


69. 7 


23.7 


2.37 


2867 


1100 


5.96 


2.5 


65,1 


2.40 


2.37 


2900 


1300 


5.05 


2.5 


64,4 


23.0 


2.40 


2893 


1450 


4.52 


2.5 


64. G 



■^110 Voltn. 



A 



oca 






0,^1 



n . r r 



... ... • i>-. *■! 

/ 



'•~ <p 



• ..- , • > . • -" 



ry;T nj;-'!' 



, 1' ■ '1 , I 



M'^V 



r. ■■■-•■ 









,■•/■' 


Af.-> ■.-• 


r . ■ ■■' 


I 


o.S 


' ' r 




i'v r 


0(^(^ 


P>0 '::> 


x; 


a.T' 


C' J 







'■; f '" 


;^t-;;3o 




• ' ♦ t. 


;■; 




■\ 


OOf 


0^.^?T 




-J r> 


r- r 

< 






r,;T r 


Tr«-;r 




t .^ J 


fi^ 




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0(V:.r 


,CT'r> 




... J-, 

* . - 


rn 




•fi ■ 


0?v>r, 


,,;rMO 


,',• 



mm ^'^m^Km ^ ■m 



■■WW 





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■ JH*g**?SSSS-lSZ .«■■■■■■■■ BBBBBBBBB 

»^>^l[l!i!iglllii 



.Lincoln Motor 
Pull Load (CottstoKt) Glockvrise "Rotation, 
la If iQDUt Speed Wt. H P Eff. 



38.2 


2.38 


44 o 3 


. 320 


41.0 


5.0 


83.5 


40.0 


2.37 


4660 


500 


26.25 


5.0 


31^8 


•5^*7 


2.38 


4298 


700 


187S 


5.0 


. 36.9 


41.1 


2.37 


4781 


900 


14.6 


5.0 


78,0 


43.3 


2.57 


5056 


1100 


11.92 


5.0 


73.. 7 


41.0 


2.40 


4774 


1300 


10.1 


5.0 


78.1 


41.5 


2.38 


4826 


1450 


9.05 


5.0 


77.4 



Full : 


Ljoad (Cons 


;tant) 


Counter 


Clpokv 


■^iae Rotr 


ition. 


39.6 


2.42 


4622 


320 


41.0 


5.0 


80.7 


40.2 


2.40 


4686 


500 


2625 


5.0 


79.7 


41.9 


2.40 


4373 


700 


1876 


5.0 


76.5 


43.3 


2.40 


5032 


900 


14.6 


5.0 


73. F 


44.8 


2.40 


5192 


1100 


11.92 


5.0 


71.9 


44.8 


2.40 


5192 


1300 


10.1 


5.0 


71.9 


45.8 


2.40 


5302 


1450 


9.05 


5.0 


70.4 



E — lin volts. 



V. • ■ \ 



r , ■ r 



ono 



nn.- 



'! ft r 






8?;.: 



,, r 



rsr-.;. 



\ (, 



( :, 



r; . r •••. 



r-i f ■» • , % 



r.rs'' 



"6' ^ 



o.;-'' 



A, 



r.-'T 



nr>v 


fi7>;^ 


'-':r:0 


r;'OC^-~ 


;•-- '■^ r r 


<l<:.f^. 


r)o:-:r 


2<.!i-. 


^■' ■' M 


pr/r'^, 



o^.f^ 



mmmim 




Stowe Motor 





Low 


Speed 

Watt 


Clocks- 


,'ise Rotati 


on. 




la. 


If. 


Ir.mut 


Speed 


Wt. 


H. P. 


11 X i . 


2.7 


1.54 


444 


680 


0. 


0. 


0. 


S.7 


1.53 


110 5 


6.62 


2.67 


.67 


45.4 


17.4 


1.53 


2080 


656 


7.5 


1.87 


67.8 


25.2 


1.53 


3028 


652 


12.5 


3.01 


75.2 


54.8 


1.51 


3972 


596 


17.5 


3.97 


74.8 


43.9 


1.51 


4073 


573 


22.5 


4.91 


73.7 




1.51 


'3007 


5 31 


27.5 


5.87 


72.9 


63.1 


1.51 


7085 


549 


52.5 


6.80 


71.7 


1 Cj» 1 


1.51 


8141 


557 


57.5 


7.68 


74.7 



7.0 


1.51 


914 


662 


1.5 


.33 


2.69 


16.7 


1.51 


1931 


632 


7.5 


1.80 


68. 


27,6 


1.31 


5134 


636 . 


12.5 


2.98 


70. 


37.1 


1.51 


4225 


602 


17.5 


4.01 


71.0 


45.8 


1.31 


5182 


585 


22.5 


5.01 


72.2 


55.3 


1.31 


6227 


561 


27.5 


5.85 


70 . 6 


62.6 


1.31 


7050 


561 


52.5 


^,^'^. 


73.8 


72.4 


1.31 


8108 


549 


37.5 


7.34 


31.5 



E — 110 volts. 



mWm¥W3y^M^' 




'P&9cl( 



=■ o 







StovTe 


iJotor 










Low Speed 


Watt 


Counter 


Clockwise 


Rotation. 




la. 


If. 


Input 


Spped 


V/t. 


PI.P 


Eff. 


3,8 


1.45 


467 


693 


0. 


o; 


0. 


7.5 


1.45 


984 


637 


2.23 


.534 


4/5, Q 


15.6 


1.45 


1875 


680 


6.6 


1.71 


63. 


25.5 


1.45 


2964 


675 


11.6 


2.92 


75. 


55.0 


1.42 


4007 


665 


1-^.6 


4.2 


73.3 


45.0 


1.43 


5107 


658 


21.6 


5.41 


79.2 


54.0 


1.45 


■6099 


658 


26.6 




81.6 


65.0 


1.45 


7309 


650 


31.6 


7.82 


79.8 


76.3 


1.45 


85.52 


645 


36.6 


8.98 


77.0 



5. 


1.45 


819 


599 


1.6 


4.026 


38.9 


15.5 


1.45 


1864 


686 


6.6 


1.725 


69.2 


24 . 7 


1.45 


2876 


680 


11.6 


3.0 


77.9 


c4. 


1.45 


3899 


675 


16.6 


4.27 


81.8 


44.6 


1.42 


56S2 


S69 


SI. 6 


5.50 


31.2 


54 . 


1.42 


51.95 


658 


26.6 


6.66 


80.3 


68. 


1.42 


7636 


663 


31.6 


7.82 


77.5 


75.4 


1.42 


8450 


650 


36.6 


9.0 5 


80. 



7.5 


1.42 


081 


709 


2.2 


.59 


43.9 


16.0 


1.42 


1916 


693 


6.6 


1.74 


67.8 


25. 


1.42 


2906 


686 


11.6 


3.30 


77 . 7 


3 3 . 9 


1.42 


3885 


680 


16.6 


a. 3 


82.6 


44.8 


1.42 


5034 


675 


21. S 


5 . 55 


91.5 


56.1 


1.41 


6326 


665 


26.6 


6.73 


79.4 


68.8 


1.41 


7723 


650 


31.6 


7.82 


9r~,5 


79.4 


1.41 


8889 


639 


36.6 


8.90 


74.8 



;:__T3o voltn 






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np9&ds 



^ 



Stov/e I.iOtor, 





I^liddlc 


Speed. 

Watt 


Glociv^Tise 


Hotp-tion. 






la. 


If 


Input 


Speed 


■.vt. 


H. P. 


Eff 


rJ o 


1.32 


1003 


1105 


0. 


0. 


0. 


15.8 


1.32 


1883 


10 62 


1.5 


.61 


24. 


IB. 7 


1.51 


22^1 


1051 


3.5 


1.41 


47.5 


S7.G 


1.31 


3180 


iao9 


6.5 


2.49 


58 . 6 


57.1 


1.31 


4225 


973 


9.5 


5.52 


62.1 


49.8 


1.31 


5622 


895 


12.5 


4.26 


56.6 


57.0 


1.31 


6414 


377 


15.5 


5.18 


60 . 5 


63.5 


1.31 


7359 


847 


18 . 5 


5.97 


60.5 


75.0 


1.31 


3394 


813 


21.5 


6.69 


59.6 



14. e 


1.32 


1773 


10 62 


1.7 


,69 


29. 


15.4 


1.32 


1949 


10 51 


3.5 


1.4 


55.7 


26.6 


1.32 


3071 


1002 


6.5 


2.48 


60.5 


35.7 


1.32 


4072 


967 


9.5 


3.5 


64.2 


46.8 


1.51 


5292 


915 


12.5 


4.35 


61.3 


57.3 


1.31 


6447 


871 


15.5 


5.15 


59.7 


68.0 


1.31 


7624 


835 


13.5 


5.89 


57.5 


74.4 


1.31 


8328 


816 


21.5 


6.-8 


59 . 8 



E — lie Volts. 






'^■- ■%iU.---'-L- 



■.■■•■\y . ■'.•>-- 




T^aac/o 



Stowe Motor 



I;lidcll3 

la 


Speed 
If. 


Imput 


Counter Clocl 
Speed 


raise Rota1 
Wt. 


iion. 
H. P. 


Eff 


5.7 


1.45 


786 


1095 











15.5 


1.45- 


1864 


1095 


3.0 


1.25 


50. 


24.7 


1.42 


,. 1873 


1089 


5.6 


2.32 


60.3 


53*6 


1.41 


3851 


1070 


8.5 


3.5 


67.9 


39.3 


1.41 


4478 


, 1062 


10.6 


4.28 


71. G 


45.8 


1.41 


5193 


1050 ; 


12.6 


5.04 


72.6 


54.4 


1.41 


6139 


. 1042 


14.6 


5.8 


70.5 


60.0 


1.41 


6755 


1030 


16.6 


6.51 




35.7 


1.41 


7382 


1018 


18.6 


7.22 


73.05 


31.2 


1.41 


9087 


970 


22.5 


8.35 


58.7 



8.6 


1.41 


381 


1095 











15.6 


1.41 


1901 


1070 


3.15 


1.23 


43.3 


2.41 


1.41 


2906 


1043 


5.5 


2.23 


59.4 


32.2 


1.41 


3597 


1036 


8.5 


3.39 


63.7 


37.7 


1.41 


4302 


1021 


10,6 


4.12 


71.4 


45.1 


1.41 


5113 


, 1006 


12.3 


4.84 


70 , 5 


50.3 


1.41 


5743 


1000 


14.5 


5. 55 


1 .ij* o 


53.1 


1.41 


6546 


981 


15.6 


6.20 


70.0 


63.6 


1.41 


7151 


975 


18.6 


5.91 


7.20 


71.6 


1.41 


8031 


953 


20.6 


7.5^ 


70.? 



__TT n vrr. f n , 



J'.,.. ;jV. 



.f;C r- 



»Jv 






, '1 



J;':'''.'. 






,->■■■ ^-,r 



78or 



Lh.S. 






r- ■/';■>. ;- 



.rf':r 



11'. r 



ry 



r ■ . I' • 



; rr-- 



r- r".' 






^^fWi: 




"p^sdo 



Stov/e Motor. 





High Speed 


Clocl-v.'ise 


Rotation, 


» 






iVatt 










la. 


If. input 


Speed 


Wt. 


K. P. 


Eff. 


12.1 


1.35 1477 


1510 


0. 


0. 


0. 


21.5 


1.32 2510 


1420 


2.0 


a. 08 


32.1 


23.8 


1.32 3763 


1409 


3.5 


1.87 


50 . 6 


31.7 


1.32 3652 


1365 


5*0 


2.60 


55.0 


35.7 


CE.51 4071 


1360 


6.5 


3.37 


66.6 


42.9 


1.31 486S 


1325 


8.0 


4.04 


62.0 


47.9 


1.31 5413 


1282 


9.5 


4.64 


64.0 


50.9 


1.31 5743 


1382 


11.0 


5.37 


70.0 


59.7 


1.31 6711 


1223 


12.5 


5.82 


65.0 


56.2 


1.31 7426 


1311 


14.0 


6.46 


35.0 



12.6 


1.33 


1532 


1510 


0. 


0. 


0. 


19.7 


1.33 


2313 


1474 


2.0 


1.12 


36.2 


22.8 


1.31 


2652 


1457 


3.5 


1.94 


54.5 


37.5 


1.31 


3180 


1409 


B.O 


2.68 


63.0 


37.1 


1.31 


4225 


1373 


6.5 


3.4 


60.0 


41.3 


1.3 


468 S 


1354 


8.0 


4.13 


65.7 


48.8 


1.3 


5511 


1325 


9.5 


4.79 


64.9 


53.0 


1.3 


5973 


1289 


11.0 


5.40 


67.5 


58.1 


1.3 


6534 


1200 


12.5 


5.72 


65.3 


64.1 


1.3 


7194 


1193 


14.0 


6.37 


66.2 



E-- rllO Volts. 







'psadn- 



Stowe i.Lotor, 

lli<';h Speed Counter Clocl-v.'ioe Rotation, 
v/s, "t t 

la. If. input i'peed fit, 

1?.0 1.4 1474 1510 0. 

20.1 1.4 23S5 1474 2. 

23.7 1.4 2761 1462 3.5 
33.0 1.30 5782 1421 5.1 

38.8 1.39 4420 1301 6.5 

45.6 1.30 5102 135'5 8.1 

43.7 1.39 . 5509 1338 9.5 
54.0 1.58 S091 1302 11.0 
60.5 1.38 5817 1248 12.5 



H. P. 


Eff 


0. 


0. 


1.125 


35.5 


1.05 


52.7 


2.75 


54.7 


3.45 


58 . 3 


4.18 


61.2 


4.85 


55.3 


5.52 


67. S 


5.95 


55.1 



12.7 


1.38 


1548 


151.0 


0. 


0. 


0. 


19.5 


1.38 


23(^7 


1452 


1.5 


.84 


27. 


25.5 


1.38 


2967 


1421 


3.5 


1.9 


45.7 


30.1 


1.37 


3451 


1385 


5.0 


2.54 


57.0 


35.7 


1.37 


4077 


1343 


6.7 


3.43 


52.9 


42.3 


1.37 


4303 


1325 


3.1 


4.00 


53.5 


47 . 5 


1 . 37 


5385 


1200 


9.6 


4.72 


55.4 


52.9 


1.37 


5959 


1248 


11.0 


5.24 


o"-," 


57.8 


1.37 


5508 


a:23o 


12.5 


5.85 


57.3 



E — 110 Volts. 



Stowe Motor. 





Half 


Load (Cons 
V/att 


ta 


nt) CI 


ocl 


cwise Rotal 


Lion. 




la. 


If. 


Imput 




Epe 


ed 


W. T, 


H. F. 


Eff 


?5,7 


1.37 


2977 




700 




11.25 


5. 


75.2 


26.5 


i.sr^ 


3042 




800 




9.85 


3. 


73.5 


29.2 


1.3S 


3361 




900 




8.75 


3. 


66.6 


30.0 


l.SG 


3548 




1000 




. 7.87 


3. 


63.0 


33.1 


1.3.^ 


3790 




1100 




7.15 


3. 


59.6 


34.2 


1.3'3 


3911 




1300: 




6.55 


3. 


57 . 3 


31.0 


1.36 


3559 




1300 




6.0 5 


3. 


62.8 



Half Load Constant 



)ounter ClorJcjijje Rotation 



26.3 


1.36 


3042 


700 


11.25 


3. 


73.6 


26.9 


1.35 


3107 


800 


9.85 


3. 


70.6 


25.9 


1.35 


3107 


900 


8.75 


3. 


70.6 


23.0 


1.34 


§227 


1000 


7.87 


3. 


69.4 


30.5 


1.54 


3515 


lion 


7.15 


3. 




34.3 


1.54 


3953 


1200 


6.55 


3. 


56.6 


33.3 


1.34 


4195 


1300 


3.05 


3. 


53.4 


37.7 


1.34 


4294 


1400 


5.62 


3. 





E — 110 Volts. 









.iV-Mmi\f'V 




■i;:>. 



Stov/e Motor 
Full Load (Constant) Clockv/iEe Rot!li,tion. 

iV 3. '<j t 



la. 


If. 


iciput 


Speed 


Wt. 


H. P. 


Eff 


47.9 


1.37 


5464 


700 


22.5 


6. 


01.9 


49.4 


1.37 


5584 


800. 


19.7 


6. 


80.2 


47.9 


1.37 


5464 


900 


17 . 5 


6. 


81.9 


55.8 


1.37 


-3288 


1000 


15.74 


6. 


71.2 


53.8 


1.37 


3068 


1100 


14.3 


6. 


73.9 


S3. 6 


1.35 


7144 


1200 


13.1 


6. 


62.7 





Full 


L Load 


(Constcint) 


Cov.nter 


Oloclr 


rice 


P.oU 


it ion. 




51. 




1.4 


5764 


700 


22.5 




6. 




77.6 


53.5 




1.39 


6015 


800 


1"'.7 




6. 




74 . 4 


57.9 




1.38 


6520 


900 


17 . 5 




6. 




68.6 


52.1 




1.57 


6981 


1000 


15.74 




6. 




64.2 


65.0 




1.56 


7299 


1100 


14.5 




6. 




61.4 


57.0 




1.35 


7513 


1200 


13.1 




6. 




59.5 



F. — lie Volts. 






'■«if'-'%-<f 




^mmr^:m^^^''^mM:tMm 




DIlSOUSLilCiM OF RESULTS. 



THe Interpole hr-.d itf: ful!i iTted i.o-r' a'^'nliod "n-" *.ho svu , 
uas increcGed to 100"^ in excec:;; of lot; rr:.^cu l-it^^i cpced. Very 
3li£;ht sparking occui-od. It was imppsriible to repent this 
test on the Sto\v and Lincoln notors becaur.e of their nechanic- 
al construction, which allov;cd on?.y a slir^ht increase ahove 
tlie rated STjeed. -:;:<ccr;;;iv6 yparhing occurred in the '^tow at ■ 
speedr; a,bove 10'^'^ v. p. iri. The hincoln sp^-ri'.ed only sli;'~htly 
at high speed and full rated load. 

Consideration of the conditions for sr^arkless coKmutati-^n 
will r.ake it clear why the Interpole is sunerior to the other 
t'.TO motors in reg,ard to sparking. 

Ahen a "brush is in contact -.^ith t'.To adjoining coninutator- 
segnients the coilconnected hetvYeen said segments is short- 
circuited on itself. The resistance of the sh.ort-circuited 
coil, together "7ith the connections to the connutator, "being 
very sr^all as compared •.'.'ith the contact resistance of the brush 
pressing on the corvatator, t^ie strength of tY\e currents flo'jing 
toward the brush from the respective cor.niutator-scgnents will, 
to a great extent, be dcnendent upon the relative value of th.e 
contact resistance, and the larger the latter the smaller will 
be the currents. This quality of tlie carbon brush tends to 
■prevent sparking. 



As the short-cii-ciiited coil -nanj^es ur.c^cr the brush, the ciu-- 
rent flovYing ir it is reversed, pasi^ing frori the maximuri in one 
direction do\ra to ii:ero, and then up to the raxin.urn in the op- 
posite direction. The current thus varyin.-r in the coil short- 
circuited between said segr.ents generates in the coil an elcti-o-' 
motive force tending to naintain the said varying current. The 
effect, therefore, of self-induction is to -nrodvice spaj'-'ing. 

The current flo'jing thrfuirh the differei^t arnp.ture coils 
■produce a nagnetic field in the sr>ace between the pole corners- 
that is, in the region of the coils that are being short-cir- 
cuited. 

These coils in their rotation, cut the Vires of force of this 
field, and an E. h. ?. is thereby generated in then. This E. 
k. F. is in such a direction that it tends to maintain the 
current flowing in the coil. The effect, therefore, of 
armature reaction is to produce s"narl\;ing. 

In the constant speed motor tbe two main causes of sparhing 
are self induction of the short-oii'cuited coil, and the action 
of this coil in generating a miaintaining E. !i. F. by cutting 
the field of the arm.o.ture. Tliey are overcome in rart by the re- 
sistance or the brush contpct as m^entioned above, and also by 
^■o placing the bri'shes that the ^hort-circuited coil is in the 
ed c of the main magnetic field. Hhen T>roperly placed the coil 
cuts lines of force in sucli a m.anner that the E. It. F. generat- 
ed aids in the reversal of the current- that is, Wie ns-im 

field is used to prevent the lines of force from, the armature 



field rasGin£- out in t>^e region of tlxe f^hort circuits ;' coi?. . 

,7liile it is possife in the con-rtant s-necd r.otor to control 
the sparkin^';; by fie r'.enna pientioned above, these neanes arc 
entirely inadequate for the variable sr^eed notor. The re- 
d^action of th.e field of strer£:th necosriary to obtain t}\e high 
speeds, prevents its use in overoorr:>.ing the magnetic field of 
the arriiature. The arnaturc field is, therefor, not only pre- 
sent, but the increased sneed of the ar'ature nro-^.ortionately 
increases the maintaining E. I.. F. until it becones so large 
that t>ie carbon br-ush cannont overcome it. The increased 
speed of the arriatui'^e also increases the K. '.,. P. of self- 
ind'Jction. As a result it becones impossible for the carbon 
brush to reverse the current in the shortsci rcui ted coil, and 
in Gonseouence there is destri-ictive sriarV-ing on the high speeds, 
xn order, t>u-ircfore, to control these E. '.;. Fs. it is necessary 
to nrovide a nagnetic field independent of the nain field of the 
motor. This is done in the intorr^ole motor by auxil^'iary poles, 
\^?hich are snail compared v/ith the main roles, and ai-e located 
betv/-een the latter and ^^rovided v/ith coil connected in series 
with the armature, so that all of the current tai-'en by the 
latter flows through the coils of th.e auxilliar-' field, vhicl'. 
are so r.r'^^'«oj:-tioned and arranged as to give the m^oner field 
for connutation. All the coils of the auxiliary field beinr 
connected in scries wiiith the arm.ature, v;e£.Vening of th.e field" 



of oomnutation "by n.n increr^sed load i;:. ■nrevented, arid tlie 
Euxiliary role.^: iToduce the required nonricncp tory field of 
commutation inde-pcnderitly of the nian field, .^-uch 'Vith in- 
creased nunDer of revolutionn of the rrrature must be coi-- 
resnondirii;jly v/oahoncd. .' oreover, the function or effect of 
the auxiliary poles is independent of the direction of th;.-: 
toation of the ai^nature, hecaure if the lrt*'.fr is i-ev^rcerl 
the curre'it in the auxiliary field is al.so reversed. 

A cor.ipariGon of ninilar curves obtained fron the various 
tests f07" each r^r.ch.ine iOr.Ovus their behavioi- under load. 

1, LO'.v sneec , clochv/ise rotation: cor:r:ere.ial effici- 
ency '.nd y^eed re^^ulation curves. 

For the Intcrrolt; and ef:^iciency of 34"^ nas obtained vhich 
ren~ained practically consto-nt fror half to full load- The 
sreed ror^ulationi r;as o '^-3'^ fro'i ze-i-o tc full load: the 
s-need varyinr; directly a^; the load. 

The hincoln I'.otor gave its highest efficiency at full Ic^rd, 
reachirij^ 8'^'^. The curve rose gradually to full load and re- 
mained constant to about F'^'^ overload. The speed Regulation 
was l*^ 3-4.,<^ frop. zero to full load, the speed 'varying in a 
straisdit line. 

The Stow gave its highest efficiency at r.bout 7-'": load, 
being 74'?^. At full load the efficiency \7as 72"^. The speed 
regulcvtion was '^0'^ from zero to full load, the snecd vai^ying 
d i re c tl y a s the 1 o ad . 



2* Low speed, counter rlosictrice rntationn: sane cAirvei3 
as (1). 

For the inti'.rpole nn efficiency of 8^'^ 'vas reachoci v/liicli 
remained practica?. ly cons taut ■f'ro-.; lialf to full load- The 
speed rer;ulation v/as 3F'^ fror," zez-ci to full load, th.o c;rieed 
having a stra-ight line vairiation. 

The '.incoln motor gave- it;; hirherjt efficienty at full "! nac^ 
being 80«3 "^ after which it drops rar.idly. The speed re- 
gulation vms 3 3-4"^ fror. zero to full load; the curve "being 
a straight line. 

The Gtow gave an efficiency of S2< at full load, after 
which it dropped gradiiallv. The speed regulation v;as ^.P*^ 
from zero to full load. 

5«. I.iddle speed, cloekcrise rotation: sane curves as in 

(IS 

For tlie Interpol© the maxiri.un efficienty was reached at 
about half load being 31.5'^. Fron iiere it dropped gradiially 
to 73 « 5"^ at full load. The sneed dror.r^ed until half lof:.d 
v/as rached , vhen it rose to almost its nornal value. Th»e 
widest variation at half load was 4*''« 

The Lincoln motor efficiency increased gradually to 73*^ 
at full load and regained practically constand to FO'^ over- 
load. The speed regulation v?as 10*^ fron zero to full load; 
the carve beinp; a strairht line. 



The efficiency of the 3to\7 no tor reachtd its naxir.viru £^t 
a'bo^■!.t half load rnrl equalled 3'?'^: fron v/hich it ci ""o-oped to 
59'^- at full load. The sneed regulation was ^8"^ fron r^cro to 
full lon.d, V'lC speed' varying lircctly 'vith the lond. 

4. Idcldle speed, counter oloc^-:.7ipc rot&ti"iii* nurvei; . 
as in (1). 

For the Inte'^T^olo the efficiency reached its naxii^'ur at aoout 
"^-•^ full load,, "being 9n.n«^, gra.dT-ially decreasing to G^*^ at full 
load. The speed regulation v/as very good, th.e ■".'idsst varir. tion 
"being 2^, at about half load. 

The Lincoln r.otor's efficiency rises gradually fron 7'^'^ 
at half a niaxirran of 77.5 at Pf*^ overload. The efficiericy 
at full load was 71»F.f.. The speed regulation v/as S.f^*^ frot:''. 
zei-o to full load, the variation being in a straight line curve. 

In th.e Stor; the officienty is a naximun at full load being 
72«3'^. The officienty at light loads was rather poor, that at 
a, quatter load being 53'^. The speed vPvri-i.ticn was in a str-aight 
line cui-'ve, the regulation being 0*^. 

^4 High speed, clockv/ise rotatii^n: curves as in fl^. 
On the Interpole the efficiency reaches its naxiniuri at a.bout 
half load, being 77«P'^, gradually decreasing till at half load 
it is 7^*^. The efficiency at light loads are good, a quarter 
load being 7?,«F'^, The speed regulation was '^.5.'^, the sneed 
varying with the load to half load after vrhich it was constant. 

The efficienty for the Lincoln mot^r ?/as o7.5'^ at half load, 
ICf- at full load and at 50<^ overload 7l4p<. The speed regulation 
y;as 8*^ fron zero to full load. 



The Stow p:ave nv. ef:^irievit.y of GC^ v^ 'sir loy^ r\ 
;''nll Io-t:'. The nnee'"! rerul-.tion -t.^,;- '^,^.5'^ frn'v_ zero to full 
lon.c!, ; the curvo- bo id;;;; ^ str"^. i^^ht lino, 

3« Hi._;,}i speed countor 'Tlorskwir.e roation; r^urves an in(l> 

In the Internole th.e ef'^ici.Gnoy at quartet"" loarl was TH'^, at 
half load O-l'^ ar\-3 iit full load 30"^, The snee:! ro.f-ulation innc 
AtT)'^ frorr-. zero to :"ull load., the caxtvq hein^c a strfii;Tht li.i.-. 

The effi.ci.enty of the Lino-^ln r.iotor "ras 5?,'^ at quarter load; 
j^'^ at half an-j fnor. there con3tant to r^'^-'^ overloa:^. The 
f^peed regulation "vas 1^5*^, the speed varying .-■iLth the load. 

In the Stow the efficionov at quarter load '.van 9F:'^ , at 
half load f^0*7.<^ and at full load ^7.5'^. The npeed regulation 
v/as ir»< from, sero to full lood: t'lere being a straif^ht line 
variation 'be tv/een load and speed. 

7. Variation in ef"^ieienay v/ith spee, the load contr.t.int 
St full load: clockvi/ise rotation. 

On the interpole motor the full load efficiency X'P.ri from 
SI^.^"^ at lO'"^ revolutions r>er riinute to 7^.'^'^ -'t 11''^^' r.r.n. 
-The ourve ie c. straight line on the lo'Ter 3-^eed3, starts to 
droop at a little above half speed and drops raaidly at high 
speeds. 

The efficiency oT the Lincoln actor ran fron 31.!^'^ at r^'^'^ 
r.a.m, to 70,5'^ at 1450 r.o.r.u The variation fcllcved a 

"Sight line. 

The Stovf had an efficiency of 31< at 7"" r.n.n. and 35^^ at 



I *■-,-.. 



l?f"~' T'.-o.m. THic; speod ■■ir.s 1?^ ' r.p.ni, and v;a.s the Mrhust 

■ 3. 'Yi-irtion iii efficiency '.vi th Gpeec',, l^":-'' ccnictrnt 
c.t full lon;l, n.n:^. r-o\.inter r^loci^virre rotation. 

The efficiency on the Tnterpole aotor rp.n fror. ?.^.^'^ '^■'; 
10^' R,p.rr.. to 7'^.^.'^ at lli"'"' r.r.r;.. The efficiency varied as 
the speed, there "bein^ a stf^rif-ht lino vain a ti on. 

The Lincoln notor's efficiency va'->i cd frc^: GO. 5'^ at '^'^(^ 
r.p.m. to y*^"^ at 14f'^..r.p .n. Th.e curve is slirhtly concave, 
'ho efficiency varying as sone function of the Kneed. 

The variation of the St^\: '/rair from 77,5'^ at 7or> R,-),tn. to 
fP^ at 123f^v,'^.r. The vn"*"" ia'/ion f '^■1 1 0'7'^ at rt^nifh-'-, /iipf until 
the hi.-'i-' -^-,-,^,,.^ jlien the efficieiiciee dwcrs;as<.;d ar,j--c: rapidly 
with an inerearie of sr>eed. . 

9. Oai-ia:.ion of efficiency -.vith ijposd, load constant 
at half load, clock;7iGe rotctian. 

The interpole hnd an efficion&y of 34. 5"^ at ^do r.^.n. m^^ 
3:^.5'^ at llf^ r.p.n. The efficiency increneed sli-htly ivith 
load until ahout riiddle sr^oe:'^. in reae''"'.ed •'d^en it a.^nin de- 
creases. 

The Lincoln riotor gives an cf-f'iciency of V':"^ at "'^'^ r,p.n. 
and 7^5, n*^ at l^f^^ r.p.;a. The variation fol'^-z a etr'^ir'ht line. 

In the Stovf we obtained an efficiency of 7 3'^ -t 7'^'" r.p.ni. 
and ''5'^ at 13'"i^ r.p.r^. The variation follo\YS a strai'^-ht line. 



10. Yc.ricticn of effi:;Uroy ■-.•t'l o^.;ea, lo^.i c^^u:;;tr^iU 
;:it hcil.f loa-i, counter -^Ir^cVvfii^a rotation. 

The Into^^ole hnu o.,^ efficionty of G?'^ at -^^^ r.r^.n. -xi^ 
l^'^ at ■'f '^^'r.-.:^'. Xaic. rurvo I'isvs no that the offiniency is 
hij^hest at T'^n r.p.nu, holn^ ^:^,5<^. 

T'lc hincoln'D raotor effici jncy varieo rrori ^/^ . '"•^ nt "^^^ 
r.n.n. to 3'^'^ '• '.. 1300r.p,n. Thcr?; is -nr-^c: ticr,lly a 3trni.:ht 

At 70n r.p.r.;. tao effioiency -f tt.^ Sto.v is 7",-'"'. •..' h: 
"'40'^ it is nr"^. The efficti:ncy rleG.V:-i.;D03 vr-j slov/ly aatil 
the spaed incrc;aoes to I/^H'" r.p.rn., v/irin it c^j'opo ^uinkly, 

IL \7ill oe seen frc; tho curves c:n:l thn -nrecooriini^ r^iis- 
outision thnt tho relative efficiency and speefl re£;;ulatinn oC 
th'Ti rliffcreiit machine;; arc not tlie sane. A strict co~-n?ris ^n 
■bstjei-n the fi:^fornnt -machines is not entirely justifiable, 
Deccuiie the Inte:^-!"jle is a ir: 11. ". liiotor, ;vhils the Lincjln 
and StO'.7 arc 5 11. ?. iinr' 3 ][. f. rosnectivcly . The cliscre'vmoy 
duy to this difference in sl7.e of niotors studied, ho.7ever, is 
slight as compared to that resulting fror. the difference in 
the r-ethods aniployed for olDtaining variable s^eed control. 
T''.7ill he seen thii.t on the J-^tcrpole the efficiency rises rani;]ly 
0:1 the additi'-in o^'^ a load, giving hi.-h efficiency at li^ht loads. 
The Lincoln p.'^to-:' does not i:ive near as £:oo5. an efficiency on 



'■fi'icioncy on flio 



light loads, '.vhile Vi\e Stovi ^ivo3 a. very lo'-. 
li!_^,ht loads. 

An exanple of thin vari'^tion m.ay bs obtained f:-'o^i the 
curvo'S, thus: 



JjO .7 


sneeci 


[, CIOC'WI 


load . 




intcr'-'Ol 


1-4 




75=^ 


1-2 




32.9 


3-4 




84 


full 




8r>.8 



Tiincoln 

79 
Bl 



;tO-,7, 
•31< 

72 

79, 



Another s trilling variation can be seen from the hir;h npeed, 
clockr;iGe rotation cui'ves. 



load. 
1-4 
1-2 
3-4 

full 



Interpole 
72.5,^ 
73.4 
78.2 

75. R 



Lincoln 
07.'=' 

59.:? 

7^. 



50.5 

54. n 

55. f^ 



The speed regulation of the nachmes riny be seen from the 
regulo.tion, cloclcv/ise rotation, r.urvor,^ 



Internolo 



Another table Jill slio'.y the varir.tion of effiolency ■vitli 



Liriooln 


rtO'.7. 


10 ';>~?5.^ 


^^,^ 


3<^ 


C>n , e^ 



Q Ti o .r^ /^ <"■ 

o p t> w ^i. .i • 








Full loud 


mterpole 


Lincoln 


Stov;. 


Lo'v spsod 


8^5*=!'^ 


31<^ 


31^ 


High 


7.3^ 


70^ 


^5^ 



The rat-^d r.-in^e of soe-^d of the Interpole is 4 to 1, 
of the Lincoln F to l,and of the Eto-.v '^ to "l.The speed '-■f the 
Internolc v/as increased un'^fn" f^all load.l'^-'^ r.bove ths ratod 
vc.luojgivin;-; a speed range of 3 to l.The speed of the Lincoln 



Hotor under full load gave a range of 4h to 1. The Gto.7 motor 
^nder full load save o riuige of li to 1. 

All "^f the machines are compact, and require m outsic'e 
accessaries, alt-ioug]i there is a marked difference in their me- 
chanical construction. The Interriole is of simple desi;rn,:7hi1 e 
^he Lincoln and Stowjes'^ecially the former, "^o^-ses a very c^m- 
■^licated mechanical construction to obtain variable sveeA con- 
trol. 

As a result of our tests and observations .ve found the 
Interpole motor superior to the Lincoln and Stov; from fue stand- 
points ^-^f :hig'i efficiency under average loads, s^eed regul;^ - 



tion,non-sri:ir]c.ing un.icr •ixccsr^iv'ri loads, sinpTd nc;chc:nico.l nin- 
Ptruotion, and therofore concludo that the nethod cf variable 
Speed control, as enlDodied in the Interpole inotor,is 'he "bestt 



-T^^ 



^-Jr 



^M